Gear shifting mechanism



Aug'. 24, 1948; K. B. BRrrroN GEAR SHIFTING IECHHIS Filed 06f.. 18, 19434 Sheets-Shut 1 IN VENTOR. KARL 5. R/rra/v ATTORNEY5 BY 14W waar-23W @WWAug. 24, 194s.

Filed oct. 1a. 194s K. B. BRxTToN Gm SHIFTING lzcxumlsl 4 Sheets-Shut 2:ggf "-267 276 .36@ 26 )ik 274215 7, if q J .272 INVENTOR.

254 J6, 25J-, KARL R/rr'o/v 2.55' BY HG. .3 K ,m'wfm www ATTORNEYS K. B.BRITTN GEAR SHIFTING MEGHANISI Aug. 24, 194s.

4 Sheets-Sheet -4 YFiled oct. 1a. 194s `llmllaldlmf|||| Il Ham V/ Y Y uA INVENT OR. /q/w. 5 5R/froh' s BY '15M mwfwu 714mm ATTORNEY` PatentedAug. 24, 1948 UNITED STATES PATENT '()FFICE 9 Claims. l

This invention relates to speed control apparatus which is automaticallyoperable to vary the power transmission ratio of a variabletransmission, and more particularly to apparatus of this kind which isadapted for use on motor vehicles.

An object of the present invention is to provide novel mechanism forautomatically determining the time and nature of changes needed in apower transmission ratio in accordance with existing speed and loadconditions,

Another object of the invention is to provide control apparatus for amotor vehicle, comprising novel mechanism for automatically determiningwhen a change is needed in the power transmission ratio in accordancewith existing speed and load conditions and automatically eiiecting thelneeded change.

Another object of the invention is to provide a novel mechanismwhich isresponsive to the pressure and velocity of the intake uid of an internalcombustion engine, or to either of these functions of the intake fluid,and which automatically determines when a change should be made in thepower transmission ratio and the nature of the change needed.

Still another object of this invention is to provide speed changeapparatus for a motor vehicle, embodying mechanism which automaticallydetermines needed changes in the power transmission ratio in accordancewith changes occurring in the pressure or velocity of the intake of themotor, and mechanism for automatically changing the power transmissionratio in accordance with the determined needed changes.

The principal object of my invention is to provide a speed controlapparatus constituting an improvement over the apparatus disclosed ln myPatent No. 2,187,824, dated January 23, 1940, said apparatus having allof the above described attributes. This improvement lies in thosefeatures of the apparatus operative to prevent an undewhen taken inconjunction with the accompanying sheets of drawings, wherein:

Figure 1 is a perspective view, more or less diagrammatic, illustratingthe general arrangement oi' the apparatus of my invention when appliedto a motor vehicle;

Figure 2 is a partial sectional view taken as indicated by line 2-2 ofFigure 1 and showing the unit which determines the change needed in thetransmission ratio;

Figure 3 is a plan view, partly in section and 1 more or lessdiagrammatic, showing the change sired change in the power transmissionratio ot i determining unit and throttle operating mechanisxn togetherwith various electrical control circuits;

Figure 4 is a plan view, partly in section and more or lessdiagrammatic, showing the mechanisms for operating the shifter lever andthe clutch:

Figure 5 is a longitudinal sectional view taken through theclutch-actuating fluid motor and its control valve;

Figure 6 is a detached partial plan view illustrating another positionof a snap action device embodied in the shifter actuating mechanism;

Figure 7 is a side elevation of a part of the same shifter actuatingmechanism; f l

Figure 8 is a plan view showing apparatus" asso ciated with the shifterlever for actuating one of the electric control switches; and

Figure 9 is an enlarged sectional view of the restricting valvedisclosed in Figure 3, said valve being incorporated in theair'transmitting means interconnecting the intake passage and one of thecompartments of the brain unit.

The apparatus of my invention is especially applicable to motor vehiclesdriven by internal combustion engines through variable transmissionsand, in its preferred embodiment, operates to automatically determinewhen a change should be made in the power transmission ratio and thenature of the change, and automatically effects the change which hasbeen determined to be needed. The principle of my invention may, ofcourse, be embodied in various structural arrangements, some of whichhave been illustrated in the accompanying drawings.

Before proceeding with the detailed description of my control apparatus,it might be advantageously explained that, in general, my inventionprovides means for automatically determining the nature and time ofchanges needed in the power transmission ratio in accordance withexisting speed and load conditions and also provides means forautomatically putting into effect the changes embodies a plurality ofassociated mech-v anisms', comprising a clutch actuating unit ormechanism, and a unit or mechanism for actuating the shifter lever ofthe transmission device and which may be conveniently referred to as theshifter actuating unit. The means for automatically effecting the ratiochanges also includes a unit or mechanism for automatically controllingthe fuel supply for the engine, and which may be conveniently referredto as the shift throttle unit.

Without entering into a detailed description of the various units andtheir operation, it might be beneficial to explain at this point thatwhen changes occur in the load against which the vehicle engine isWorking and in the engine speed, these changesaifect the brain unit andenable the latter to determine when a shift or change should be made inthe transmission ratio, and whether the shift should be up (from a highgear ratio to a lower gear ratio) or .whether the shift should be adow'n" shift (from a low gear ratio to a higher gear ratio). 1n additionto the function of determining when a shift should be made, and whetherthe shift should be up or down, the brain unit also performs threedistinct control functions. One of these latter functions consists incontrolling the clutch actuating mechanism or unit, another consists incontrolling the shifter actuating mechanism or unit. and the thirdconsists in controlling the shift throttle unit or mechanism. i

It is also to be explained at this point that this specification and theaccompanying'drawings are directed to the apparatus disclosed inv myPatent No. 2,187,824 improved by substituting, for the brain unitdisclosed in thevapparatus of s'aid` patent, a different and improvedbrain unit together with air transmitting means, including valvularmeans, interconnecting said unitwith the intakey passage of the'internalcombustion` engine.v As will be explained in detail hereinafter and asset forth in the objects of my invention, this improved brain unit andits connections with the intake passage improve the operation of theapparatus disclosed in my aforementioned paten y^by preventing anundesired up-shift operation of the transmission when the enginethrottle is suddenly completely closed.

My ratio changing apparatus, orl change speed apparatus as itmaysometimes be designated,

may be applied to all of the various kinds of motor vehicles of theinternal combustion type, and may be applied to such vehicles asaccessory equipment or may be incorporated in the vehicles during thebuilding thereof. In Figure 1 of thel drawings I have shown my ratiochanging apparatus applied to a motorvehicle' 'l5 of .convene tionaltype.

connected with a propeller shaft I'Il through a clutch device IB and atransmission device I9.A

responding control 22 `extending ,therefrom into i 4 the drivingcompartment 20. The shift lever 22 constitutes a part of the usualshifting mechanism of the lsliding-gear type transmission device I 9illustrated in thisinstance, whereby the setting of the transmission maybe changed or shifted from one power transmission ratio to an# other, orto reverse" or neutral The transmission device I9 may be one having fivedifferent settings-or positions, comprising one reverse ratio, threedifferent forward ratios, and a neutral position. As shown in Figure 1,the shift lever 22 is in the position corresponding with the highestavailable forward ratio and this low speed position may be convenientlyreferred to as "first speed or position A. The shift lever 22 may bemoved to any of the other settings or ratios affording anintermediatespeed. a high speed, reverse or neutral, and the otherpositions to which the shift lever may be moved to correspond with thesesettings are designated in Figure 1 as positions B, C, R and N.

The brain unit, represented generally by the reference character 25, maybe located at any one of the various suitable points adjacent theinternal combustion engine I6, for example. in the case of an internalcombustion engine of the Otto type, it maybe associated with the intakemanifold 26 and carburetor 21. The brain unit may be variously arrangedwith respect to the intake manifold and carburetor and, in fact, anyrelative positioningmay be providedwhichwill cause the brain unit to beaected in the desired manner in accordance with variationsoccurring inengine speed and load. One arrangement which I have found to be quitesatisfactory is with the brain unit25 disposed between the carburetor 21and theintake manifold 26,. In lthe present arrangement I have shown thecarburetor 21 as being a down-draft carburetor, but it will beunderstood, of-course, that .the invention is not dependent upon anyparticular type of carburetor being used. g

. `The clutch actuatingunit-is designated generally by the referencecharacter 30, and comprises a power device, preferably a fluid motor 3|operably connected with the usual clutch shaft 32, and a valve 33 forcontrolling the fluid motor. The fluid motor 3l and its contro1.valve 33may be located in the engine compartment or Vat any other point Whereconnection to the clutch shaft 32 may be conveniently made. The.usualclutch pedal 34 may also be provided on the shaft 32 and arrangedso that the shaft may be actuated either automaticallyby the unit 30 ormanually Thevehicle is here shown las having an internalcombustionengine I6 operably by the pedal.l The clutch itself may be anyone ofvarious available devices suitable for disconnecting an enginefromthe transmission. In

vsome instances the clutch may be an automatic clutch, for example, Vacentrifugally operated clutch.

Thefshifter actuating unit, designated generally by thereferencelcharacter 35, may be located adjacent lthe transmission [device I9 andthe shifter 22 projecting therefrom. The shifter actuatingfunit may belocated either above or below the oor of the driving .compartment 20,and

kin Figure 1 of the 'drawings isshown as being located just rearwardlyof' theshift lever 22 to which the unit is operably connected.

'Ihe shift throttleunitw'l may be located at any one of `varioussuitable points; for example,

- it may be arranged close tothe brain unit 25 and the carburetor4 -21,"and, if desired, the usual carburetor throttlemay'be" used as the shiftthrottle.

yThe unit 3l may embodya separate throttle, and,

as shown in Figure 2, may be located in the fuel intake. l

The brain unit 25 will now be described more in detail, and from thestructure illustrated in l Figures 2 and 3 of the drawings, it will beobserved that this unit is provided with a multisectioned diaphragmcasing 40 and an intake fitting or conduit member 4|. The centralsection of the casing 40 and the conduit member 4| may be constructed asa single metal casting or the like, so that the diaphragm casing will besupported from the member 4| when the latter is bolted or otherwiseconnected to the intake of the engine. The fitting 4| may be constructedin the form of a flanged spacer unit or insert which may be disposedbetween, and have bolted connection with, the intake manifold 26 and thecarburetor 21, The fitting 4| has a passage 42 therethrough whichconstitutes a part of the intake conduit when the fitting is arrangedbetween the carburetor and intake manifold as just explained. When aseparate shift throttle is employed, as mentioned above, it may be inthe form of a. buttery valve 43 disposed in the passage 42 to constitutea Dart of the shift throttle unit to be described hereinafter.

The multi-sectioned diaphragm casing 40 is separated into threecompartments D, E and F by two movable mediums, preferably two fiexiblediaphragms 48 and 5| secured at their peripheries, as disclosed inFigure 3, between sections of said casing. As disclosed in Figure 3, thecompartment E is connected with the intake passage 42 by means of arelatively small diameter passage 52 extending through the centralsection of the casing 4B and the body of the conduit member 4|, a pocketor chamber 56 formed in the conduit member 4| and a relatively smalldiametered passage 51 in said conduit. As disclosed in Figure 2, theinner end of the passage 51 constitutes a port 58, said port beingpreferably positioned below the butterfly valve 43 in the throat portionof a Venturi tube constituting a part of the conduit 4|. Since thepassage 52, chamber 56 and passage 51 are always open, it will be seenthat the compartment E always communicates with the intake conduit 42through the port 58. As will be brought out in the description tofollow, by making the passage 51 of a. relatively small diameter and bythe provision of the hereinafter described air flow restricting means inthe connection between the chamber D and the intake passage 42 there isprovided a means for effecting the desired operation of the brain unit.

The compartment D in the upper end of the diaphragm casing 40 isair-tight except for a passage 60 leading therefrom through a conduit6|, said conduit at one end preferablyextending within a recess-in thebody of the conduit 4|; and a relatively short duct 62 inthe conduit 4|ending in a port 63, Figure 2, serves to interconnect the intake passage42 with the passage 60. The compartment F of thediaphragm casing 4Dcommunicates with the atmosphere through a vent port 64 in one of theend sections of said casing. Describing now an important feature of myinvention, there is included in the conduit 6| a restricting valve 53.This valve, which is disclosed in Figure 3 and is also disclosed indetail in Figure 9, includes a two-part hollow body member 54 having anend portion 54' screw-threaded into a portion of the conduit 6| andhaving its other en-d screw-threaded into another portion of theconduit\6|. The end portion 54 is bored to provide a passage 52'. Thevalve member 64 is preferably provided with a circular ange 44 havingrelatively large openings 45 therein; and a disc 46 having a relativelysmall opening 60 therein, is adapted to seat either upon the peripheryof the flange 44 or upon a seat 44. at the inner end of the valveportion 54. A relatively light spring is preferably interposed betweenthe disc 46 and the seat 44' and serves to bias said disc intoengagement with its seat on the flange 44. When the gaseous pressures inthe upper and lower sc ctions of the conduit 6 l differ suillciently tocreate a certain differential of pressures acting on the disc 46, saiddisc then moves to its seat 44 and in doing so compresses the spring50'; however, the weight of said spring and the remaining parts arepreferably so constructed and arranged that the disc 46 is seated whenthis differential of pressures factor is very small.

Provision may be made for adjusting or calibrating the resistance whichthe diaphragme 48 and 5I offer to flexing. The adjustment for thediaphragm 48 may comprise a compression spring 66 which has one endthereof connected to one arm of a two-armed lever member 61 which ispivotally mounted upon a boss 69 secured to the casing 40. An arm 10 ofthe lever member 61 is secured to an electrical contact member 1| whichis detachably secured to the central portion of the diaphragm 48. Oneend of the spring 66 is secured to the headed end of an electricalconductor member 12 threadedly mounted in a nut 13 of insulatingmaterial. The resistance to movement of the diaphragm 48 may thereforebe calibrated by adjusting the conductor 12 thereby varying thecompression of the spring 66. A stop 14 secured to the inner side of theupper section ot' the casing 40 servesto limit the outward movement ofthe diaphragm 48 under the action of the spring 66.

The means for adjusting the resistance to movement of the diaphragm 5|is of the same construction as the above described adjusting means andincludes a compression spring 15 in- .terposed between and secured to anadjustably mounted electrical conductor member 16 and to one arm of atwo-armed lever member 11, the

. remaining arm of said member being secured to an electrical contactmember 18 preferably detachably secured to the central portion of thediaphragm 5I. The resistance to movement of the diaphragm 5| may becalibrated by adjusting the conductor 16 thereby varying the compressionof the spring 15.

The diaphragm 48 is adapted to be moved or flexed as the result of apressure differential between the compartments E and D and may beconveniently referred to as a velocity diaphragm because the pressuredifferential between thc compartments E and D is a function of thevelocity of the fuel mixture flowing through the intake passage 42while` the shift throttle 43 is open. The diaphragm 5| is adapted to bemoved or flexed as the result, of a pressure differential between thecompartment E and the compartment F. This diaphragm may be convenientlyreferred to as the vacuum diaphragm because the compartment E alwayscommunicates with the intake passage 42 and the compartment F alwayscommunicates with atmosphere, and hence the pressure differential actingon this diaphragm is always a function of the vacuum or subatmosphericpressure existing in the intake conduit.

In order that the pressure dierential exist- 7 v ing between thecompartments E and D may be a function of the velocity of the intakeiluld, as explained above, I construct the passage 42 of the intakemember 4| in the form of a Venturi tube, as shown in Figure 2 of thedrawings. A restriction 82 in the intake passage 42 forms the throat 83of the Venturi tube, and it will be noted that the port 68 communicateswith the intake passage 42 substantially at the throat o! the Venturitube. The port 63'communicates with the Venturi tube at a point spacedfrom the restricted throat 83 as shown in Figure 2. Thus the pres-v sureexisting in the compartment E will be transmitted from the throat of theVenturi tube through the port 58 and the pressure existing in thecompartment D will be the pressure transmitted from the large part ofthe Venturi tube through the port 63. From the arrangement justdescribed it will therefore be seen that the diaphragm 48 responds tochanges in the velocity of the mixture flowing in the intake passage 42and the diaphragm 5l responds to changes in the vacuum or subatmosphericpressure occurring in this passage.

Movements of the diaphragm 48 are utilized to actuate an electric switch85 comprising the aforementioned movable contact member 1| and a fixedcontact member 19 flxedly secured to the casing 40, said latter membercomprising metal plates 80 and 8| and a metal pin 84; and movements ofthe diaphragm 5l are utilized to actuate electric switches 86, 81 and88.

The switch 86 comprises the aforementioned movable contact member 18 andthe plate Il of the ilxed contact member 19; the switch 81 comprises thecontact member 18 and a iixed contact member 18' threadedly andtherefore adjustably mounted in a nut 81 of insulating materialthreadedly mounted in one section of the casing 40; and the switch 88comprises a iixed contact member 83 iixedly secured to the casing 46 anda portion 82' of the movable contact member 18. A lead 88' interconnectsthe fixed contact member 83'- and a switch 280. The adjustment of thecontact member 18' provides for a calibration of the switch-.81 withrespect to the switches 86 and 88. There is thus provided an adjustmentfor the hereinafter described downshift operation of the brain unit andthis is needed because when the compression of thesprlng 151s changed tovary the speed at which a full throttle up-shift takes place, it alsoeffects the position at which a down-shift takes place.

8 thereby creating a relatively high vacuum in the chamber E', theswitch 84 is closed and the switch 81 is open.

As will be brought out in the description to follow, both switches 8land 88 must be closed to effect an up-shift operation of the gearshiitcontrol mechanism constituting my invention and this occurs only whenthe rate of fluid ilow in the intake passage is suiilcient not only tocreate a certain critical vacuum in the chamber E suicient to result ina closing of the switch 86, but also to create a certain diiierential ofvacuums in the chambers D and E resulting in a closing of theswitch 86.This diiierence of vacuums in the chambers D and E is a function of therate of flow, that is velocity of fuel mixture passing through theintake passage 42. the greater the velocity the greater thediiferential. To effect a down-shift operation oi' the mechanism of myinvention, the switch 81 must be closed and this operation is eiected bythe spring 15 when the degree of vacuum in the chamber E is decreased toa certain critical factor.

At this juncture attention is directed to an important feature of myinvention. that is the operation or rather cooperation of therestricting valve 53 and the restricted connection between thecompartment E and the intake passage 42 in the control of the operationof the brain uni-t. The relatively small diametered passage 61 in theair transmitting connection between the compartment E and the intakepassage 42 serves .to damp out the eiect of the iiuctuations of the rateof f'uel mixture flow occurring in the intake passage 42 when said rateis quickly changed and prevents said fluctuations from affecting .thegaseous pressure. .that is degree of vacuum, in the chambers D and E.If, for example, .the throttle is suddenly opened, even partly, thereimmediately results a substantial drop in .the rate oi ow of fuelmixture through said intake passage 42 and if the resulting rate of ilowof said mixture into the chamber E were not kept relatively low, lthenthe vacuum in said chamber would suddenly decrease and this wouldresult, if said decrease is of a cer- .tain magnitude, in a downwardmovement of the diaphragm Il; for. the increase in gaseous pressure,4that is decrease of vacuum. within .the compartment E, would lower thediilferentlal of presat this juncture it is to' be noted, as disclosed tin Figure 3, that the heretofore described xed and movable contactmembers of the brain unit together with the lever members 66 and 1'I andconductor members 12 and 16 of said unit are all insulated from themeans supporting said members.

sures acting upon the diaphragm 6| and this would result in the downwardmovement of said diaphragm under the action of the spring 16. The switch81 would therefore be closed and this would result, as will be explainedin greater detail hereinafter. in a down-shift operation of themechal anundesired down-shiftoper'ation of the trans-v mission when .there occursa-momentary drop in fuel mixture flow in the intake passage resultingfrom a sudden opening of the throttle.

a downward movement of said diaphragm resulting from an expansion of thespring 15. The switch 85 is normally open. but is closed upon movementof the diaphragm 48 in response to an increase in the velocity' of thefuel mixture fiowingin the intake passage 42. The switch 86 is open andthe switch 81 is closed when the engine is dead; however, when theengine is idling,

Describing now the opera-tion of 1the'restrlcting valve Il, -this valvecooperates with the passage 51 in preventing an undesired up-shiftoperation .e ofthe brain unit when the throttle is suddenly opened. thisup-shift operation being effected when vthe diaphragme 4I and Il areboth positioned to close the switches and 8l respectively. As .to theoperation of the valve I3 and Passage -61 to prevent this undesirediiD-shift operation of the brain unit, it will be assumed. for example.that the automobile is running in second gear on level 'ground at aconstant or substantially constant low speed. The vacuum in bothchambers D and E v.is then very high, the vacuum in chamber E alwaysbeing higher than .the vacuum in chamber D when the engine is running;but the difference of these vacuums is very low. As a result, thepressure differential opera-ted diaphragm l, by virtue of the setting ofthe spring 15, is drawn inwardly to close .the switch 86; however, thepressure differential operated diaphragm I8, by virtue of the setting ofthe spring 66, is not drawn inwardly to close .the switch 85 inasmuch asthe difference in vacuums in the chambers D and E is not great enough toeffect this result. If now .the throttle is suddenly opened, lthe vacuumin chamber E will decrease and the diil'erence in vacuums in chambers Dand E, and the resultant differentials of pressure acting on thediaphragm I8, will increase. At this point it is to be. noted that indescribing this particular operation of the brain unit, it will beassumed of course that this decrease in vacuum in the chamber E isinsumcient to effect the aforementioned down-shift operation of thebrain unit by a closing of the switch 81.

Now if the diameter of the passage 52' were too large relative to thediameter of the aforementioned passage 51, fuel mixture would, withvthis sudden opening of the throttle, flow into chamber D at a greaterrate than fuel mixture would flow into the chamber E. This of coursewould be-undesirable inasmuch as there would result an undesired-up-shift operation of the brain unit; for the differential of pressuresto which the diaphragm 48 would then be subjected would be great enoughto overcome the spring 66 and this would result in an inward movement ofthe diaphragm to close the switch 85.

It follows therefore that by including the restricting valve 53 in theconduit 6| there is provided means cooperating with the passage 51, todelay the closing of the switch 85 until after the switch 86 is opened,thereby preventing an undesired up-shift operation of the brain unitwhen the throttle is suddenly opened; for the rel.. atively smallopening 50 in the then seated valve member 46 serves to cut down therate of iiow of fuel mixture into the chamber D and by making thisopening of a certain diameter relative to the diameter of the passage51, the rates of flow of fuel mixture into the chambers D and E are socontrolled as to prevent an increase in the' differentials `of pressuresacting on the diaphragm 88 sufficient to close the switch 85 before theswitch 86 is opened.

The cooperating valve 53 and passage 51 therefore. serve to prevent anundesired down-shift operation of the brain unit when the throttle issuddenly opened and also serve to prevent an undesired up-shiftoperation of said unit when vthe throttle is so operated.

As to the operation of the valve 53, it is also to be noted that thediameter of the passage 52' in said valve must not be made too small;for to do so would result in an undesired up-shift operation of thebrain unit whenever the throttle is suddenly completely closed. It isaccordingly a feature of my invention to make the passage 5,2' largeenough to insure a very rapid egress of air from the chamber D when thethrottle is suddenly completely closed; and this results, together witha concurrent increase in vacuum in the chamber E` to insure adifferential of pressures acting on the diaphragm 48 suiilcient topermit the spring 66 to maintain the switch 85 open and thereby preventan undesirable up-shift operation of the brain unit.

There is thus provided, by the brain unit 25 and the air transmittingconnections including the restricting passage 51 and the restrictingvalve 5l with its restricting passage 52 and valve member 46, meansconstituting an improvement over the brain unit and air transmittingconnections of my Patent No. 2,187,824; for with my improved brain unitand air transmitting connections, the driver may, either inadvertentlyor by design, either'suddenly open the throttle or suddenly completelyclose the throttle without effecting an undesired operation of the brainunit. It is to be stressed, however, that the principal purpose ofincluding the restricting passage 51 and the valve 58 in the connectionsbetween the intake passage 42 and the brain unit 25 is to prevent anvundesired operation of said unit when the throttlev is suddenly openedor closed; for with all normal operations of the throttle, to vary thedegree of its opening when controlling the speed of the vehicle, thepassage I1 and valve 58 do not come into play to prevent this undesiredoperation of the unit 25, the operation of the brain unit being thensolely a function of the rate of flow of the fuel mixture for a givensetting of the springs 66 and 15.

As to suchnormal operation of the throttle by properly sizing thepassages 51 and 52 together with a proper adjustment of the springs 66and 15 'there results a brain unit operative, at a critical fuelmixture'flow in the intake passage, to initiate an up-shift operation ofthe transmission operating mechanism and also operative, at a criticalgaseous pressure in the chamber E to initiate a down-shift operation ofthe transmission operating mechanism; for with my invention at a certaindifferential of gaseous pressures in the chambers D and E, the switch 86being then closed, there automatically results a closing of the switchwith a resultant up-shift operation of the brain unit. Also, at acertain dierential of gaseous pressures in the chambers E and F thereautomatically results a closing of the switch 81 wiih a resultantdown-shift operation of the brain unit. It is to be particularly notedat this point that the engine speed and therefore engine toraue isrelatively high when the rate of flow of fuel mixture in the intakepassage is relatively high; and said engine speed is of courserelatively low when the rate of ow of fuel mixture is relatively low. Itis apparent therefore that the above set forth objects of my inventionare accomplished by the mechanism described herein.

It is also to be noted that the desired up-shift operation of the brainunit is effected despite the drivers action in partially closing thethrottle due to his desiring less speed of the vehicle or the same speedon a lesser grade. The driver may, if the rate of flow of fuel mixturein the intake passage is high enough, even completely close the throttlein a normal manner and still there will result the desired up-shiftoperation of the transmission. As to the down-shift operation of thebrain unit, this operation, as described above. is effected only whenthe gaseous pressure in the chamber E drops to or below a. certainfactor and in the operation of the mechanism of my invention, thisnecessary downshift operation occurs when the engine speed, or in otherwords engine torque, drops as a result of overloading of the engine.

Since the throttle unit 31 is closely associated with the brain unit, sofar as position and function are concerned, I will next proceed todescribe the detailed construction of this unit. The shift throttle unitis provided with a power device 98 for actuating the shiftthrottle 43and the valve 33 of the clutch actuating yunit 30. The power device 90,as shown in this instance, may be a iiui pressure motor. This powerdevice is provid d with a casing v99 which may be supported from theintake fitting 4| by having a portion of the casing formed integral withthe intake fitting as shown in Figure 3 of the drawings. The casing 99includes a cover- |00 and is provided with a movable diaphragm whichdivides the chamber of the casing intocompartments |02 and |03.

A reciprocable rod |04 is slidable in an opening of the cover |00 and isconnected with the diaphragm |0| so as to be actuated thereby. Anextension |05 of the casing 99 contains a spring |06 which acts on thediaphragm to normally urge the same toward the cover |00. The rod |04carries a cam |08 which. upon movement of the rod, engages an arm |09 ofa bell crank lever ||0. 'Ihe other arm of the bellcrank lever isconnected with a. lever I2 by means of a link ||3. The lever |2 ispinned or otherwise secured to the shaft ||4 of the shift throttle 43.

'I'he rod |04 is also connected with the actuating member ||5 of thevalve 33. such connection be-` ing made through suitable linkage,including the rock shaft ||8 having levers I|1 and ||0 mounted thereonand a link ||9 connecting the rod |04 with the lever ||1.

ablysupported adjacent the lever 29 by a mount |31 formed of insulatingmaterial.

If desired,- the shift throttle unit may include a vacuum storage tank|40 having a conduit |4| connected with the pocket 59 through a.restriction |42 and controlled by a check valve |43. The v check valveis arranged to permit fluid to be withdrawn from the tank |40 but toprevent a return flow therelnto. A branch conduit |44 connects the tank40 with the passagev |22 so that when the valve |23 is moved to itsouterposition the tank |40 will be in communication with the compartment |02.A second check valve |45 is arranged to closethe port |45' of the pocket56 4in the event that the' vacuum of the tank |40 is arm |09 to beengaged by the cam |08.

The cover |00 of the casing 99 isprovided with an opening |20 whichconnects the compartment |03 with atmosphere. The compartment |02 on theopposite side of the diaphragm |0| may be connected either withatmosphere or with the intake passage 42. For this purposeI providepassages |2| and |22 which communicate with the compartment |02 and arecontrolled by a movable valve |23. When the valve |23 is in the positionshown in Figure 3 of the drawings the passage |2| connects thecompartment |02 with the atmosphere and the passage |22 is closed. Whenthe valve |23 is moved outwardly the passage |2| is closed and thepassage |22 is connected with the pocket 56 which, in turn, is connectedwith the intake passage 42 through the passage 51 and the port 58. Thevalve |23 may be actuated in various ways, for example by a solenoid|24`having the plunger |25 thereof oper-ably connected with the valve bymeans of the pivoted lever |26 and the link |21. The plunger of thesolenoid is normally retracted from the coil |28 by means of a spring|29. but when the winding is energized the plunger .is drawn inwardlyandthe valve |23 is shifted to its outer position. 'v

-An electric switch |3|. which will later be referred to as asynchronizing switch. is disposed adjacent the valve |23. so that whenthe' latter is moved outwardly the contacts of the switch will beclosed.v The switch contacts are'normally open but are closed uponoutward movement of the valve |23.' The switch |3| may be suitablvsupported adjacent the valve |23 by a mount |32 formed of insulatingmaterial. A

Another electric switch |34, whichl will later 'be referred to as aholding circuit switch, is arranged adjacent the lever |20 so as to beactuated by movement of this lever. 'I'he contacts of the switch |34 arenormally open. but when the lever |26 is rotated to move the valve |23to its outer position, the switch |34 is engaged and closed by anelement |35. This element is mounted on the. lever |26 and is formed ofinsulating material. The switch |34 may be suit- The clutch actuatingunit.30, which is best shown in Figures tand 5 will next be described indetail. As mentioned above, this unit includes a power device in theform of a. fluid motor. This fluid motor may be of a construction knownin the art and may comprise a cylinder 3| having -a piston 3|a thereinand chambers 3|b and 3|`c on opposite sides of the piston. One of thechambers, namely, the chamber 3|c, communicates with atmosphere througha. passage 3|d controlled by an inwardly opening check valve 3|e and theother chamber is connected with the intake manifold through the valve 33and the conduit |48. The conduit |48 communicates with the intakemanifold through the port |49 (see Figure 2) and is controlled by themovable element |50 of the valve 33.

The casing of the valve 33 has a passage or port 33a which connects withchamber 3 Ib of the cylinder 3| and also has ports 33h and 33e whichconnect, respectively, with atmosphere and with suction conduit |48. Thevalve element |50 has grooves '33d and 33e therein the rst of whichserves to' connect the chamber 3|b with the suction conduit |40 whenAthe valve element is shifted to its outer position and the other ofwhich serves to connect the chamber 3| b with atmosphere when the valveelement is moved to itsv inner position'as'shown invFigure 5.

The piston 3|a has a piston rod` |5| which projects from the cylinderand is connected with theclutch actuating lever |52. A compressionspring 3|f is adapted to be stressed when the piston Sla is movedinwardly and serves to subsequently return the piston to the positionshown in Figure 5. During inward movement of the piston, air enters thechamber 3|c freely past check valve 3|e and also through a tapered,groove 3|g in the piston rod. On the return or outward movement of thepiston 3|a airl escapes from chamber 3|c through the groove 3| g but ata progressively decreasing rate so as to prevent slamming of thepiston.v

When the valve element |50 is moved to its outer position the chamber 3I'b is connected with suction conduit |48 and the piston 3|a is shiftedinwardly` causing the lever |52 to operate the clutch shaft 32 in adirection to disengage or release `the clutch. When the valve element|50 is moved to its inner position the chamber 3|b is vented toatmosphere thus permitting the` spring 3|! to return the piston Ila andcause actuation ci the lever |52 and the shaft 32 in a direction toreengage the clutch. It will be understood, of course, thatdisengagement of the clutch by actuation of the leve! |52 and the shaft32 disconnects the engine i8 from the transmission device |9 to permitshifting of the transmission from one ratio to another, and thatreengagement of the clutch restores the driving connection between theengine and the transmission after the desired shift has been made.

'I'he shifter actuating unit 35 will next be described in detail. Thisshifter actuating unit may includea power device |54 which is operablyconnected with the shifter lever 22 through a snap action device |55.The snap action device, as will be explained presently, permits the useof a single acting reciprocatingpower device for moving the shifterlever 22 to its forward and rearward position. It should also bementioned that the snap action device |55 is in itself a novel devicewhich is adapted to be applied to a variety of different uses. l

The power device l|54 of the shifter actuating unit, as best shown inFigure 4 of the drawings, comprises a cylinder |55, having a piston |51operable therein and connected with a piston rod |58 which projects from'the cylinder and is slidable in an opening of the cylinder cover |59. A

vent passage |50 in the cylinder cover provides a connection for one endof the cylinder to the atmosphere. A control for the vent |50 may beprovided, for example, in the form of a "leaky check valve which causesthe inward or rearward movement of the piston to take place slowly andthe forward movement to take place quickly. For this control I may use aflap formed of fabric or the like. A spring |52 is disposed in thecylinder on the opposite side of the piston and normally biases or urgesthe piston in a forward direction. that is. towards the cylinder cover|59. A conduit |63 connects with the cylinder |58 at the side oi' theApiston opposite the vent passage |60. The other end of this conduitcommunicates with a valve casing |84 in which a movable valve element 55is arranged to control the transfer of pressure fluid through theconduit. Another conduit 55 connects the valve casing |84 with theconduit |48 which, in turn, is connected with the intake manifoldthrough the port |49 as explained above.

The valve element |55 is arranged in the casing |54. such that when itis in the position shown and the conduit |53 is open to atmospherethrough the fiuted passages |51 formed in the stem of the valve element.When the valve element is moved outwardly of the casing |84 to thedotted line position indicated, the conduit |83 is no longer open toatmosphere but is connected to the conduit |55 to cause a subatmosphericcondition to be created in the cylinder T55. When this occurs airpressure entering the cylinder through the opening |50 acts on thepiston and causes a power stroke thereof. y

The valve element |55 may be actuated by a pivoted lever |10, which hasthe arm |1| thereof operably connected with the valve element and an arm|12 connected with the clutch lever |52 by means of the link |13. Thearm |12 is preferably formed with a slot |14 in which the end |15 of thelink |13 engages. The slot and link end provide a. lost motionconnection such that the valve element |55 will be actuated after apredetermined movement of the clutch lever |52 occurs. A tension spring|18 may be arranged to act on the pivoted lever to normally hold thevalve element |51 in its closed position. It will thus be seen that withthis lost motion connection and the arrangement provided, the valve |55will be opened to cause a power stroke of the piston |51 for making theshift only after the clutch has been disengaged by a power stroke of thepiston of the device 8|.

As mentioned above, the piston rod |58 of the power device |54 isconnected with the shifter lever 22 through a snap action device |55.This snap action device is arranged just rearwardly of the shifter lever22 and may include a semicircular plate |18 which is pinned to the shaft|18, and a'lever |80 which is also pinned to the shaft |19.- Aconnecting member |8|, which may be clamped or otherwise secured to theshifter lever 22, is operably connected with the lever |80 by a link|52. The ends of the link |82 are connected. respectively, with therlever 80 and the connecting member |8| .by ball connections |83 whichpermit a desired extent of pivotal movement between the connected parts.A link |84 fil) in full lines in Figure 4, the conduit |65 is closed isdisposed just above the plate |18 and has one end thereof. pivoted onthe shaft |19 so as to permit swinging of the link relative to theplate. The other end of this link is connected with the outer end of thepiston rod |58 by a relatively longer link |85. The connections betweenthe ends of the link and the piston rod |58 and the link |84, arepivotal connections adapted for swinging movement, as shown in Figures 4and 6. Since the links |84 and 85 are of different lengths |and swingabout different centers, the pivotal connection therebetween shouldallow for relative shifting as by providing the link |85 with an oblongor elliptical opening |85' into which the upper end of a pin |88,carried by the link |84, extends. A tension spring |81 has one endthereof connected with the pivot pin |88 and the other end thereofconnected with the plate |18 at a point |58 which is substantiallyopposite the axis of the shaft |19 and at or adjacent the mid-point ofthe arc dening the curved edge of the plate. The connection between thespring and the plate |18 may be conveniently made by means of a curvedrail-like member |89 which has the ends thereof connected to the plateand the intermediate portion thereof spaced above the arcuate edge ofthe plate to provide a slot |90 to accommodate the link 85. The spring|81 is connected to the pivot pin |86 and to the intermediate portion ofthe rail member |89 so as to lie above the plane of the link |85, asshown in Figure 7.

`The plate |18 is provided with abutment notches |9| and |92 at oppositesides of the shaft |19 and at a distance from the axis of the shaftcorresponding substantially with the spacing of the pivot pin |85 fromthe shaft by the lever |84. The abutment notches alternately receive thedownwardlyprojecting part |93 of the pivot pin |85 so that the plate maybe rotatably driven in one direction or the other by pullingr forcetransmitted through the link |85.

In the construction and arrangement of the snap action device shown inFigure 4, the link |82 extends at an angle of approximately 30 to thelongitudinal axis of the Vvehicle when the shifter lever 22 is inneutral position. With this link |82 disposed at this angle I find thatthc shifter lever can be caused to move into any one of the four varioustransmission settings, or into its neutral position, by simple pushingor pulling forces transmitted through the link. Assuming,

shown in Figure 4, a power stroke of the piston |51 would now cause thepivot pin |88 to be swung in a clockwise direction and to engage in theabutment notch |92. Following such engagement the plate |18 would berotated in a clockwise direction and the lever |80 would bev rotated inthe same direction to cause a pushing force to be transmitted to theshifter lever 22 through the link |82. During the clockwise rotation ofthe plate |18, the anchored end |88 of the spring |81 is also shifted ina" clockwise direction, thereby moving this anchored end to a newsetting or position at the opposite side of the link |85.

Following its power stroke the piston .is moved outwardly under theaction of the spring |82 and this movement may be limited as by. asuitable stop |84 arranged to be engaged by the outer end of the pistonrod |58. While the piston is being returned by the spring |82 the link|85 causes the link or arm |84 to swing on the shaft |19 to therebyshift the spring anchor |86 across the line of dead center Iand thustension the spring |81. The tension of the spring |81 thereupon causesthe pivot pin |86 to be swung Vin a counterclockwise direction, whichresults in the links |84 and |85 assuming a position relative to theplate |18 similar to that shown 4in Figure 6 of the drawings. With theparts in this position it will be seen that upon the next power strokeof the piston |51 the pivot pin |88 will engage in the abutment'notch|9| and will rotate the plate |18 in a counterclockwise direction. Thismovement of the plate will also swing the lever |80 in acounterclockwise direction and cause a pulling action to be exerted onthe shifter lever 22 through the link |82, and will also move the anchorpoint |88 to the position shown, in Figure 4. i

The connecting member |8|, which isV attached to the shifter lever 22,may be constructed with an extension part or arm |85 which carries a pin|98. During the shifting of the lever 22 to positions corresponding withthe different transmission settings A, B, C and R, the pin |96 moves tocorresponding positions of an H-like opening |81 of the deck or plate|98 through which the shifter lever extends. When the pin |98 is inreverse position D, or in the second speed position B, it will beobserved that a pulling action is required to be transmitted through'the link 82 to move the pin to the high speed position C or to thefirst speed position A. Similarly, when the pin is in rst speed positionA, or in high speed position C, a pushing force transmitted through thelink |82 is required to shift the pin to either the reverse position Ror the second speed position B.

To prevent the pin |98 from passing through the neutral space N when itis not desired to have it do so, such as when the pin is-intended to bemoved from the second speed position B to the high speed position C, Iprovide a movable member 200 which, because of its ability to close thepassage through the neutral space N, may be conveniently termed a gataThe gate 200 may be mounted on the deck |98 for reciprocating movementto control the neutral space N and may be' projected into the neutralspace by means of a solenoid The solenoid has a plunger 202 which isconnected with an arm 203 of a pivoted lever 204. The opposite arm 205of the lever is pivotally connected to the gate 200 by a pin and slotconnection 208. Energization of the solenoid shifts the plunger 202 intothe coil and the pull for example, that the parts are in the positions vthereby exerted on the lever 204 through the link 201 projects the' gate200 into the neutral space N. Provision is made for retracting the gate208 so as to leave the neutral space N unobstructed and this retractingmeans may consist of a lug 288 projecting from the gate, and a lever 208pivoted on the deck |98. The lug 208 projects laterally toward the highspeed position C and is adapted to be engaged by the pin |96 when thelatter moves rearwardly into the high speed position. The lever 208 isarranged with the free end thereof extending adjacent the reverseposition R, so that it will be engaged and shifted by the pin |98 uponmovement of the latter into the reverse position. Such shifting of thelever 209 acts through a link 2|0 connecting the same with the lever arm203 and causes retraction of the gate 200. The actuation of the gate intimed relation to the various other devices will be explainedhereinafter as a part of the general description of operation.

Reverting now to Figure 1 of the drawings, it

' will be observed that in addition to the deck Isa lvide a support fora plurality supporting the gate vactuating mechanism, I may provide oneor more other decks 2|2 and 2|8 spaced thereabove. The deck 2|2 may beutilized to support a completion switch and actuating mechanismtherefor, which will be presently explained in detail, and the deck 2|3may proof switches which prevent incorrect shifting of the lever 22 andmay be conveniently referred to as "inhibitor" switches.

In Figure 8 of the drawings I show the deck 2I2 as having an opening2|4, through which the shifter lever 22 extends. and also having an H-like opening 2| 5 having portions corresponding with the fourtransmission positions A, B, C, R and a transverse opening or neutralspace N. The

shifter lever 22 has an arm 2|5' extending laterally therefrom andprovided with pins 2|8 and 2|1. 'Ihe pins 2|6 and 2|1 are spaced apartto correspond with the lateral spacing of the transmission positions Band C.

A completion switch 2|8 is supported on the deck 2|2 and has normallyclosed circuit controlling contacts 2l8. For a purpose which will appearhereinafter, it is desirable to have the completion switch opened andimmediately reclosed as each shift of the lever 22 is completed. Forthis purpose I provide one of the switch elements with an extension 220which has a contact part 22| formed of insulating material and adaptedto be engaged by one arm of a swinging pawl or lever 222. A lever 223 isalso pivoted on the deck 2| 2 and hasva lug 224 projecting .therefromfor wiping contact with the paw] 222. An oil'set portion 225 of thelever 223 is arranged to overlie the gear ratio position B so that itmust be engaged by either the pin 2|6 or thev pin 2|1 when the shiftlever is moved forwardly by the link |82. Another lever 22.6 is pivotedon the deck 2|2 and has one arm thereof connected to the lever 223 by alink 221. The other arm 228 of the lever 228 overlies the high speedposition C, so that it must necessarily be engaged and moved by eitherthe pin 2| 8 or the pin 2|1 when the shift lever 22 is moved rearwardlyby the link |82. A tension spring 229 has one end thereof anchored tothe deck and the other end connected to the lever 223. This springnormally holds the lever 228 against the stop 230 and thereby retainsthe lever portions 223 and 228 in the positions just explained above.When either lever is engaged and swung by one .of the shift lever pins,the lever projection 224 wipes across the pivoted ,ure 8.

I have mentioned above that a plurality of switches are mounted on thedeck 2|3, and in Figure 3 of the drawings I show a diagrammaticarrangement of these switches. 'I'hese switches are five in number, onebeing provided for the neutral position and one for each of the fourdifferent transmission settings or ratio positions. In Figure 3 the fourratio position switches are designated 23|, 232, 233 and 234, and theneutral position switch is designated 235. Inhibitor switch 23| hasnormally closed contacts 236 and has a projecting arm 231 provided withan insulating contact part 238 adapted to be engaged by the shift lever22 to cause opening of the switch when the latter is moved to the firstspeed position A. The inhibitor switch 232 is normally open, as shown inthe drawings, but has a projecting arm 233 with an insulated contactpart 248 adapted to -be engaged by the shift lever to cause closing ofthe switch lwhen the lever is moved to the second speed position B.Switch 233 has normally ciosed contacts 24|, and a projecting arm 242provided with a contact part 243 formed of insulation to be engaged bythe shift lever 22 to cause opening of the switch when the lever ismoved to the high speed position C. Similarly, the inhibitor switch 234has normally closed contacts 244, and a projecting arm 245 provided witha contact part 243 formed of insulating material adapted to be engagedby the shift lever to cause opening of the switch when the lshift leveris moved to the reverse position R.

The switch 235, which also acts as a comple- I held open as long as theshift lever remains in any part of the neutral slot N. v This desiredresult may be obtained as by arranging the switch 235 so that some partthereof will be engaged by the shift lever or a member actuated therebyvlwhtenever the shift lever moves into the neutral s o The completionswitch 2 I8, out without the actuating means therefor, has been includedin the diagrammatic circuit arrangement of Figure 3 to facilitate theexplanation of the circuits which will be traced hereinafter.

In addition to the switches already mentioned, I provide anotherinhibitor switch 250 adjacent the clutch pedal, or equivalent member,and which is arranged to be actuated upon the occurrence of apredetermined dlsengaging movement of the clutch. This switch hasnormally closed contacts 25| and a projecting arm 252 carrying a contactpart 253 formed of insulating material. The inhibitor switch 258 isarranged relative to the clutch operating pedal or lever so thatmovement of such member in a direction to disengage,

the clutch will cause the same to engage the contact part 253 to openthe switch contacts 25|. In all cases I provide for operation of thisinhibitor switch such that the switch will be opened whenever the clutchis disengaged and will be closed whenever the clutch has been reengaged.

At some pointl available in the drivers comtion shown in Figure 3.

partment 20, such as on the instrument board 2 i I provide a pair ofmanually operable switches 254 and 255. 'I'hese switches provide meansfor manually selecting a desired shift and establishing electric controlcircuits which initiate the automatic performance of the shift. Thesecontrol switches 254 and 255 may comprise lever-like members 256 and 251formed of insulating material and mounted upon a panel 258 also formedof insulating material. The lever 256 is adapted to be swung about apivot 259 and is normally held in the position shown in Figure 3 by thetension 268. The lever 251 is adapted to be swung about a pivot 26|, butis normally held in engagement with the stop 262, as shown in Figure 3,.by the tension spring 263.

The switch lever 256 carries contact plates 265 and 266, the plate 265preferably having a recess 261 formed in the edge thereof. A pair ofcontact arms 268 and 218 are mounted on the insulating panel 258 atopposite sides of the pivot 253. 'Ihe contact arm 263 bridges over thecontact plate 265 and has an end part 21| forming a contact elementwhich is disposed in the opening 261 when the switch lever 265 is in theposi- Swinging movement of the switch lever 256 in either directioncauses the end part 21| of the switch arm 268 to make electric contactwith the contact plate 265. The contact arm 210 constitutes a jumper orbridge member which engages and electrically connects the contact plates265 and 266 whenever the switch lever 256 is swung toward the right.

A contact arm 212 is mounted on the insulating panel 258 andnormallyengages the contact plate 266 when the switch lever 256 is inthe position shown in Figure 3, but when the switch lever is swungtoward the left the contact plate 266 moves out of electric contact withthe contact arm.

The switch lever 251 has a pair of spaced contact plates 213 and 214mounted thereon, and

the insulating panel 258 has four contact fingers 216, 211, 218 and 218mounted thereon with the free ends thereof overlying the switch lever.When the switch lever 251 is in the position shown in Figure 3, thecontact finger 216 electrically engages the contact plate 214 and thecontact finger 211 electrically engages the contact plate 213. Uponswinging movement of the switch lever 251 toward the right, the contactplate 214 moves beneath the contact finger 211 and into electricalengagement therewith. At this time the contact plate 213 moves out ofengagement with the contact finger 211 and into engagement with thecontact finger 218. In this connection it will be noted that the contactplate 214 is made of sufllcient size to remain in electrical engagementwith the contact finger 216 during the swinging of the switch member 251and thus forms a means for electrically connecting the contact fingers216 and 211. The contact finger 218 is connected with the conductor 35|by a lead 218' and is arranged to be engaged by an angularly extendingarm portion 219' of the contact plate 218 when the switch lever 251 isswung to the right. t

The circuits controlled by the dash switches 254 and 255 will beexplained in detail hereinafter, but for the present it' is suflicientto explain that upon movement of the switch lever 25e toward the leftthe apparatus is rendered automatically operable to move the shift lever22 into first or second speedpositions A or B, depending upon whetherthe lever 22 is in position B, C, or R at the time the lever 256 is thusmoved. When the switch lever 255 is swung toward the right, theautomatically operating mechanism will cause the lever 22 to be shiftedeither into high speed or into everse. Whether the shift is into thehigh spee C or reverse position R is determined by whether the shiftlever is in second speed position B or first speed position A.

If the shift lever 22 is in the right-hand portion of neutral position Na movement of switch lever 255 toward the left will put the shifterlever into rst speed position A, while a movement of this switch lever255 toward the right will put the shifter lever into third speedposition C. When the shift lever 22 is in the left-hand portion of theneutral slot N a movement of switch lever 256 toward the left will putthe shift lever into second speed position B, while a movement of theswitch lever toward the right will cause the shift lever to be moved toreverse position R.

Whenever the operator swings the switch lever 251 toward the right. andholds it there until the shift is completed, the automatic mechanism iscaused to shift the lever 22 into its neutral position. To establish thecircuits required to initiate and carry out this, shift into neutral itis necessary that the switch lever 255 be swung to the left at the sametime that the switch lever 251 is swung to the right.

For causing this simultaneous movement of the switch lever 255 I providea suitable operating connection to the switch lever 251, whichconnection may include a pin 254' carried by switch lever 255 and a dog255' actuated from the switch lever 251. The dog 255 may be in the formof a bell crank lever pivoted on a suitable stationary support 255' andhaving one arm connected with the switch lever 251 by a link 255'. Whenthe switch lever 251 is swung to the right, the dog 255' will engage thepin 254' and `cause the switch lever 255 to be swung to the left at thesame time. However, when the switch lever 255 is actuated by the driverto cause one of the above mentioned shifts, the pin 254' does not engagethe dog 255' and hence no motion is transmitted to the switch lever 251.If desired, the pin 254' may be extended upwardly or downwardly from theswitch lever 255 to form an available actuating part to be engaged bythe operators finger or hand.

In addition to the switches already described, I provide two shiftthrottle switches 250 and 25|. These switches may be suitably supportedand located adjacent the shift throttle operating lever ||2 so thatwhenever the shift throttle is in its closed position these switcheswill be open. The switches 250 and 25| have contacts which closewhenever the shift throttle is opened. Any suitable actuating means maybe provided for the switches 250 and 25| to accomplish this desiredresult.

A suitable current source may be provided, such as the storage battery253, for supplying electric current to energize the various circuits.The battery may be the storage battery usually provided on a motorvehicle and may have one terminal thereof grounded to the frame of thevehicle through the conductor 254. The other terminal of the battery maybe connected with the usual ignition switch 255 by a conductor 255. Aconductor 251 leads from the ignition switch 255 to the usual ignitioncircuit, and a conductor 255 leads from the ignition switch to a masterswitch 255. When .this master switch is closed current is available forthe various controlv circuits but when this switch, or the ignitionswitch, is open the apparatus is disabled.

Before proceeding with a detailed description of the operation of mychange-speed apparatus, it might be well to further point out brieflythe functions of the various electric switches which have already beenreferred to. The synchronizing switch |3| controls the circuit for thegate operating solenoid 20| and prevents the gate 200 from beingactuated except when a shift of the lever 22 is about to be made. When ashift is about to be made the switch |3| is closed by the outwardmovement of the valve 23 and permits the gate operating solenoid 20| tobe energized, provided certain other switches in the gate solenoidcircuit are then closed.

The holding switch |34, when closed by movement of the lever |25corresponding with an outward movement of the valve |23, establishes aholding circuit for the solenoid |24. The purpose of the holding circuitis to retain the valve |25 in its outward or open position even afterthe initial circuit is broken, so that the diaphragm |0| will beretained in its innermost position and the shift throttle 43 will bethereby held in its closed position until the shift has been completed.

As above explained, the completion switch 2|8 is momentarily opened, andimmediately reclosed, upon the completion of the movement of the lever22 to any one of the four settings A, B, C, and R. When the completionswitch is opened it breaks the holding circuit for the solenoid |24 andallows the valve |23 to be moved inwardly to its closed position by theaction of the spring |25, whereupon the diaphragm spring |05 moves therod |04 outwardly to disengage the cam |05 fromv the bell crank leverI0, thereby allowing the spring |45 to reopen the shift throttle 45.Outward movement of the rod |04 is also transmitted through linkage ||5,||5 and ||5 to the valve |50 to cause operation of the device 3| forreengaging the clutch and for disconnecting the cylinder |55 of theshifter unit |54 from the intake manifold suction.

The switches 55 and 55 of the brain unit are "up" shift switches and theswitch 81 of the brain unit is a down shift switch. When the switches 55and 55 are closed at the same time, they cause the solenoid |24 to beenergized, which results in outward movement of the valve |25 andflexing of the diaphragm |0| to cause the shift throttle 43 to be closedand the vacuum valve |50 to be opened. Whenever the switch 51 is closedit also causes the solenoid |24 to be energized to c-lose the shiftthrottle and open the vacuum valve |50 in the manner just explainedabove.

The switches 23|, 232, 233, and 254 and the clutch switch 250 have allbeen referred to above as inhibitor switches. When the shift lever 22 isin first speed position A it holds the inhibitor switch 25| open andthereby prevents the apparatus from attempting to make a furtherdown-shift. Similarly, the switch 233 is held open when the lever 22 isin the high speed position C and prevents the apparatus from attemptingto make a further up-shift. The switch 232, as explained above, isnormally open and is closed only when the lever 22 is in the secondspeed position B. When the shift lever 22 is in second speed position Bthe circuits for either an up-shift or a down-shift can be completed.The switch 254 is held open whenever the lever 22 is moved to thereverse position R.

' and whenever this switch is open the apparatus is rendered incapableof making any automatic shift.

The switch 235 is opened whenever the lever 22 is moved into neutralposition, and when certain circuit connections have been made asexplained hereinafter. this switch acts as a completion switch for adesired shift into neutral position. So long as this switch is held openas the result of such a desired shift into neutral position. theapparatus is also rendered incapable of making any automatic shift.

The inhibitor switch 250 which is associated with the clutch pedal 34 orequivalent member is normally closed. but whenever the clutch isdisengaged this switch is opened and so long as it remains open itrenders the apparatus incapable of initiating any automatic shift.

The switch 280 which is referred to above as a shift throttle switch, isalso a control switch for the energizing circuit of the gate operatingsolenoid 20|. This switch is closed only when the shift throttle is openwhich means that preparatory to a shift being made this switch is inclosed condition to permit energizing of the gate solenoid. Upon theinitiating of a shift the shift throttle normally closes, and upon sodoing it opens the switch 280 which causes deenergization of the gatesolenoid circuit so that the gate can be retracted by the movement ofthe lever 22 in completing the shift.

The switch 28|, which is likewise referred to as a shift throttleswitch, is also closed only when the shift throttle is open. The purposeof this switch is to open the signal or control circuit so that anautomatic shift will not` be called for as the shift throttle isreopening, since at that time the vacuum and velocity in the intake donot reflect only the conditions of load and speed but are affected bythe position of the reopening shift throttle.

To explain the operation of my "automatic speed change apparatus more indetail, let it be assumed that the engine of the vehicle is running andthat the master switch 288 has been closed so that current from thebattery 283 will be available for energizing the various circuits. Letit also be assumed that the vehicle is standing still and that theshifter lever 22 is in the right-hand neutral position. With the shiftlever in this position it will be remembered that the inhibitor switch235 is held open and so long as this switch' remains open automaticoperation will not take place, even though the engine speed is varied byopening or closing of the throttle.

When the operator wishes to cause forward travel of the vehicle h'emoves the switch lever 256 toward the left and releases it. This causesthe contacts of the switch 255 to establish an energizing circuit forthe solenoid |24, which results in the valve |23 being opened by thesolenoid and in th'e synchronizing switch |32 and the holding switch-|34being closed as the valve |23 is moved to its open position. The openingof the valve |23 causes the intake suction to actuate the diaphragmwhich results in the shift throttle 43 being closed by the inwardmovement of the rod |04 and the cam |08. The inward movement of the rod|04 also causes motion to be transmitted through the link ||9, the rockshaft IIB and the link ||5 to the valve element |50. The motion thusimparted is in a direction to cause outward movement of the valveelement |50 which results in the cylinder 3| of the clutch operatingVunit 30 being connected with the intake 22 manifold through the conduit|48. Thereupon the piston of the clutch cylinder 3| is moved inwardlyand causes the lever |52 to actuate the clutch shaft 32 in a directionto disengage the clutch. This movement or the clutch lever |52 causesmotion to be transmitted through th'elink |13 to the lever |10 whichcauses outward movement of the valve element |85. This movement of thevalve element |65 causes the cylinder |56 of the shifter operating unit35 to be connected with the intake manifold through the conduits |63,|68 and |48, and to be closed to the atmosphere. This results in inwardmovement of the piston |51 of the shift cylinder and causes motion to betransmitted to the shift lever 22 through the snap action device |55 andthe link |82 to thereby move the lever 22 to the first speed position A.During this operation the leaky check valve ISI causes the inward orpower stroke of the piston |51 to take place at a desired relativelyslow rate but permits the return stroke of the piston to take placerapidly. In Figure 3 of the drawings I show the shift lever 22 in theneutral position, and in Figure 5 I show the relative positions of theparts of the snap action device |55 just prior to the movement of theshift lever to the first speed position. Figure 4 shows the shift lever22 and the other parts after th'e shift from neutral to first speed hasbeen completed.

As the lever 22 moves into rst speed position A; the completion switch2|8 is opened momentarily to break the holding circuit and causedeenergization of the solenoid |24. Deenergization of this solenoidallows the valve |23 to move in' wardly to its closed position andallows the shift throttle to be reopened and the vacuum valve |50highest transmission ratio position.

With the vehicle now traveling ahead in first speed the operator simplydepresses the accelerator to increase the speed of the vehicle, and asthe vehicle speed increases a condition is reached where the engineisoperating at a relatively high speed and the flow of fluid through theintake conduit 42 is taking place at a relatively high velocity. As soonas the intake velocity and vacuum increase above predetermined valuesthe diaphragms 48 and 5| are ilexed toward each other, thereby causingthe switches 65 and 86 to be closed. When this occurs the solenoid |24is energized and the same operation as above explained is repeated tocause closing of the shift throttle 43, disengagement of the clutch byoperation of the clutch cylinder 3|, and shifting of the lever 22 intothe second speed position B by the operation oi.' the shift cylinder|55. Movement of the lever 22 into second speed position B momentarilyopens the completion switch' 2| 8 for the purpose above explained, andalso causes closing of the gate inhibitor switch 232 so that asucceeding shift, either upwardly or downwardly as determined by thebrain unit, can be made automatically. It will be noted that at thistime the other inhibitorswiches 23|, 233, and 234 are all closed.

Since the operator is holding the accelerator of the vehicle in adepressed condition, the speed of the engine and of the vehicle againbegins to increase immediately following the shifting of the lever 22into the second speed position B. When the speed of the engine hasincreased to the point where the intake velocity and the vacuum areagain above the predetermined values, the diaphragms 48 and 5| are againflexed and the switches and 00 are closed, thereby to initiate a further"up" shift of the lever 22. This shift is carried out in substantiallythe'manner just explained above except that during this shift; the gatesolenoid 20| is energized and the gate 200 is closed. The shift iscompleted by movement of the lever 22 into the high speed position C,which causes momentary opening of the completion switch 2|0 and opensthe inhibitor switch 233, and results in deenerglzation of the solenoid20| and retraction or opening of the gate 200.

During the travel of the vehicle with the shift lever 22 in the highspeed position C, let it be assumed that the load on the vehicleincreases in such a, manner as might occur when the .vehicle lclimbs asteep grade. The increased load causes a. slowing down of the engine inspite of the operator depressing the throttle to increase the fuelsupply. The condition of operation now is that the engine is exertingmaximum torque at slow speed and the throttle is` practically wide open.In this condition of operation the engine is overloaded and as soon asthe vacuum in the intake falls below a predetermined value, as theresult of .this existing condition, the diaphragm 5| is flexed in theopposite direction, that is, away from diaphragm 40 by the compressionspring 15. This movement of the diaphragm 5| causes the switch 31 to beclosed. 'I'he closing of the switch 31 causes energization of thesolenoid |24, which results in the operation of the shift throttle 43,the clutch device 3| and the shift cylinder |58, in timed relation toproduce a down-shift of the lever 22 from the high speed position C tothe second speed position B. The completion of the shift causesmomentary opening and immediate reclosing of the completion switch 2|3and the closing of the inhibitor switch 232.

If the overload condition continues after the down-shift from the highspeed position C to the second speed position B, a second downswitchlever causes the contact arm 203 to make contact with the plate 205. andthis establishes an energizing circuit for the solenoid |24. Thiscircuitcan be traced from the ground connection 350 through contact arm203 and contact plate 205, through conductor 35| to point X, and thenthrough switch 23| and conductor 352 to the winding of the solenoid |24.From this winding the circuit continues through conductor 353, masterswitch 233. conductor 233, ignition switch 235, and conductor 203 to thebattery 203, and then through ground connection 204.

As explained above, the operation of the valve |23 by the solenoid |24causes the synchronizing switch |3| and the holding switch |34 to beclosed. I'he closing of the switch |34 establishes a holding circuit forthe electromagnet |24. This holding circuit may be traced as follows:From ground connection 355 through the contact plate 213 of the dashswitch 255, through contact arm 211 and through conductor 353 tocompletion switch 2|3, then through conductor 351, through holdingswitch |34 to the solenoid winding |20 and then back to ground throughconductor 353, switch 280, conductor 203, switch 285, and conductor 206and the battery 233.

In the case of each shift made by the apparatus, this holding circuitremains energized until the completion of the shift, whereupon themomentary opening of the completion switch 2|8 in the manner explainedabove, deenergizes the holding circuit and the solenoid |24 to allow theshift throttle 43 to be reopened and the valve |23 to be moved to itsinward position. The deenergizing of the holding circuit and theimmediate recloslng of the completion switch at the completion of eachshift. restores the electric control mechanism and circuits to acondition of readiness for the next shift to be made.

Assuming now that the shift lever 22 has been moved to the first speedposition A and that the diaphragms 40 and 5| of the brain unit have beenflexed in response to changes in the operating conditions to closeswitches 05 and 86 and to cause a shift from the iirst speed position Ato the second speed position B, a control circuit is thereby establishedas follows: From ground connection 353 through the normally closedclutch switch 250, through the reverse position shift will beautomatically brought about to cause the lever 22 to be shifted from thesecond speed position B to the first speed position A. During this shiftthe gate solenoid 20| is not energized and consequently the gate 200 isnot closed. If the overload condition ceases and the engine speed againbuilds up, an automatic shift will be made from the first speed positionA back to the second speed position B in the manner explained above.

For connecting the various electric switches and solenolds of my speedchange apparatus, I provide a network of conductors whereby the requiredelectrical circuits can be established.

' In this network of conductors I provide a point or connection X soarranged that, when this point is connected to ground by any one ofvarious circuits, the solenoid |24 will be energized and a, shift of thelever 22 will be automatically made. For example, when the lever 22 isto be shifted from neutral into rst speed position A, as in the case ofthe example explained above, the lever 250 of the dash control switch254 is moved toward the left. This movement of the inhibitor switch 234,through neutral position inhibitor switch 235, through third speedposition inhibitor switch 233, and then through conductor 359 to switch08, through conductor 360, and through switch 35. and thence to point Xthrough conductor 35|. Since point X has now been grounded, the solenoid|24 will be energized and theshift will be automatically made from thefirst speed position to the second speed position B.

When the shift lever 22 is in second speed position B and the brain unitcalls for an up shift to high speed position C, the control circuitestablished is as follows: From ground connection 350 through clutchpedal switch 250 and thence through switches 234, 23.5, and 233 insuccession, and then through conductor 359, switches and 36, lever 11,conductor 16 and a conductor 36| to point X. The circuit. thusestablished energizes the solenoid |24 to initiate the shift. At thetime that this circuit is established, it will be noted that the shiftlever 22 isfholding the inhibitor switch 232 closed. At this time thegate 200 must be moved forwardly to prevent the shift lever from passingthrough the neutral space when the 25 shift from second speed position Bto high speed position C is to be made.

The desired forward movement of the gate 288 is caused by energizationof the solenoid 28| which is brought about by the closing of thesynchronizing switch I 3 I The energizing circuit for the gate solenoidmay be traced as, follows: From vground connection 358 through switches280,

23|, 235 and233 in succession, a portion of the conductor 358, aconductor 258', the switch 81, the contact portion 82' of the thenclosed switch 88, the contact 83' of said. switch 38, the conductor 88',and then through shift throttle switch 288 and conductor 382, and thenthrough synchronizing switch |3I, conductor 383, and through inhibitorswitch 232, then through conductor 384 and contact plate 288 of switch254, and then through contact arm 212, conductor 385 to the winding ofthe solenoid 28|, and then back to ground through conductor 388, switch288, conductor 288, switch 285, conductor 288, and battery 283.

`When the shift lever 22 is in high speed position C or second speedposition B, and the brain unit calls for a "down shift, the followingcircuit is established for grounding the point X to cause energizationof the solenoid |24: From ground connection 358 through clutch pedalswitch 258, then through inhibitor switches 23|, 235,' and 23| insuccession, and then through conductor 381 and through switch 81, thelever 11, conductor 18 and the conductor 38| to point X.

When the shift lever 22 is in any' one of the four positions A, B, C,and R, a shift can be made to put this lever in neutral position bysimply swingingthe lever 251 of the dash switch 255 to the right. Thecircuit thus established may be traced as follows: From ground throughconductor 355 to switch plate 213 and the arm 218' thereof, then throughcontact linger 218, conductor 218', and conductor 35| to point X. The

point X having thus been grounded, a shift is' thereupon initiated,which includes the completing of the holding circuit for the solenoid|28,

In initiating the shift, the operator moves the switch lever 255 to theright to establish the above circuits and holds this lever in suchright-hand position until the shift to neutral position has and causethe shift to end upon the opening thereof by the` movement of the shiftlever 22 into the neutral slot N. This latter circuit may be left whenthe former switch lever is moved to the right for a shift to neutral.This movement of lever 258 causes switch plate 288 to move out ofcontact with switch finger 218, which movement prevents the energizingof gate solenoid 28|.

From the foregoing description and accompanying drawings it will now bereadily understood that I have provided novel speed control apparatuswhich is eihcient, sensitive, and practical, and which embodies novelmechanical `de-- bustion engine having an intake and a throttle valve,power means for operating said transmission comprising control meansincluding a multichambered casing housing a plurality of pressuredifferential and spring-operated switch-operating members and means forcontrolling the operation of said members comprising a conduitinterconnecting one of the chambersof said casing with the intake,v saidconduit having incorporated therein a restricting automaticallyshiftable check valve means and furthercomprising means, having a iiuidtransmitting. passage thereinv of relatively small diameter,interconnecting another of said chambers with the intake, theaforementioned parts of the control means being so constructed andarranged that when the throttle is suddenly opened the aforementionedpassage and valve means serve to so control the flow of iiuid into twoof said compartments as to prevent one of said switch-operating membersfrom being subjected to a certain differential of pressures, theaforementioned parts of the control means being also so constructed andarranged as to so control the flow of fluid from the aforementioned twocompartments as to prevent the latter switchvoperating member from beingsubjected to said differential of pressures.

2. In combination, an internal combustion engine having an intake and athrottle, a transmission having a plurality of shifts correspondingkwith dierent power transmission ratlos, means for shifting from oneratio to another and controlA means, including a multi-chambered unit,operable in response to changes in intake pressure and velocity forautomatically determining whether the shift from one ratio to anothershould be made, said latter means including means, comprising a conduithaving a restricting valve automatically shiftable thereininterconnecting the intake with one of the chambers of said unit, for socontrolling its operation as to prevent all undesired shift controloperations thereof when the throttle is either suddenly opened orsuddenly completely closed.

3. In combination, an internal combustion engine having an intake and athrottle, a transmission having a plurality of shifts corresponding withdifferent power transmission ratios, means for shifting from one ratioto another and control means', including a multi-chambered unit,operable in response to changes in intake pressure and velocity forautomatically determining whether the shift from one ratio to anothershould be made, said latter means including means, comprising a pressuredifferential and spring-operated restricting valve incorporated in aconduit interconnecting the intake with one of the chambers of saidunit, for so controlling its operation as to prevent all undesired shiftcontrol operations thereof when the throttle is either suddenly openedor suddenly completely closed.

4. In combination. an internal combustion engine having an intake, s,transmission providing a plurality of power transmission ratios,automatically operable means for shifting from one ratio to anotherincluding a power device, a control for said power device, and meansoperated automatically in response to changes in intake pressure andvelocity for actuating said control, said actuating means comprising amulti-chambered unit and two separate fluid transmitting and fluid flowcontrol means interconnecting said unit-with the intake, one of saidlatter means comprising a conduit having a valve, including a pressuredifferential operable valve member, incorporated therein.

5. In an automotive vehicle provided with a change-speed transmissionand an internal combustion engine comprising an intake and a throttlevalve for in part controlling the flow of fluid through said intake,power means for operating the transmission comprising control means,said means including a multl-chambered casing housing twoswitch-operating spring and pressure differential operated members saidmembers, together with the casing, outlining a central chamber and twoend chambers, a fixed switch contact comprising two plates housed withinthe central chamber and secured to the casing, a movable contact securedto one ofA said pressure difierential operated members said movablecontact, together with one of theplates of the aforementioned switchcontact, providing a switch, a fixed contact secured to one end of thecasing said contact, together with the aforementioned movable contact,providing another switch, another movable contact secured to the otherof the pressure differential operated members said contact, togetherwith the other of the plates of said first mentioned switch contact,providing another switch, a spring for biasing one of said spring andpressure differential operated members to its switch open position andanother spring for biasing the other of said spring and pressuredifferential operated members to a position to open one of theaforementioned switches and close another of said switches, and meansfor in part controiling the operation of said switch operating members,said means including fluid transmitting means interconnecting the intakewith the aforementioned central chamber said iluid transmitting meanshaving a part thereof bored to provide a passage of relatively smalldiameter and further including a fluid transmitting conduitinterconnecting the intake with one of the aforementioned'end chambers,said conduit having incorporated therein an automatically shiftablerestricting Valve, the parts of the control means being so constructedand arranged and so operative that when the throttle is suddenly opened,one of said switches being then open and the other two being closed, theaforementioned small diametered passage together with the restrictingvalve serve to so control the flow of fluid into the central chamber andlast mentioned end chamber respectively that there results an opening ofthe switch that is then closed said operation taking place before one ofthe remaining switches is closed.

6. Control means constituting a part of means for operating thechange-speed transmission of the power plant of an automotive vehiclesaid power plant also including an internal combustion enginehaving anintake passage, said control means comprising a casing having threesections housing two pressure difi'erential operated mediums, saidmediums together with the casing providing three separate chambers,fluid pressure transmitting means connecting two of said chambers withsaid intake and the third chamber with atmosphere for subjecting saidmediums to pressure differential. a switch contact member secured to thecentral section of said casing and housed within the central chamber otthe aforementioned three chambers, electrical conductor means includinga switch contact member secured to one of said 'pressure differentialoperated mediums and further including a conductor member adiustablysecured to said central section oi' the casing, electrical conductormeans including a switch contact member secured to the other of saidpressure differential operated mediums and further including anotherconductor member adjustably secured to said central section oi' thecasing and a switch contact member adjustably secured to one of the endsections of said casing.

7. In combination, an internal combustion engine having an intake and athrottle valve, a transmission providing a plurality of powertransmission ratios, automatically operable means for shifting from oneratio to another, and means operable automatically in response tochanges in intake pressure and velocity for controlling the firstmentioned automatic means, said actuating means including a unit havingthree chambers therein, the gaseous pressure within two of said chambersbeing controlled to effect the desired operation of the actuating meansand means interconnecting two of the chambers of said unit with theintake comprising fluid transmitting means having a portion thereofbored to provide a passage of relatively small diameter and furthercomprising a conduit having incorporated therein an automaticallyshiftable restricting valve, said passage and restricting valvecooperating to prevent the creation of an undesired differential ofgaseous pressures in said two chambers when the throttle valve is eithersuddenly opened or suddenly completely closed.

8. In an automotive vehicle provided with a change-speed transmissionand an internal combustion engine including an intake provided with aVenturi tube and further including a throttle valve housed within saidintake, power means for operating the transmission comprising controlmeans, said latter means including a casing having three compartmentstherein each compartment being outlined by a portion of the casing and aspring and pressure differential operated switch operating powerelement, fluid trans-- mitting means, including an automaticallyshiftable restricting valve, interconnecting one of said compartmentswith a portion of the intake and another fluid transmitting means,having a portion thereof bored to provide a passage of relativelysmalldiameter, interconnecting another of said compartments with the throatof the Venturi tube, the parts of said fluid transmitting means being soconstructed and arranged and so operative that with a normal operationof the throttle valve the differential of gaseous pressures within theaforementioned two compartments is determined by the rate of ow of fiuidthrough said intake; however, when the throttle valve is either suddenlyopened or suddenly completely closed the diderential of gaseouspressures within said two compartments is determined by the relativerates of ow of fluid through said fluid transmitting means.

9. In combination, an internal combustion engine having an intake, atransmission providing a plurality of power transmission ratios,automatically operable means for shifting from one ratio to anotherincluding a power device, a control for said power device, and meansoperated automatically in response to changes in intake pressure andvelocity for actuating said control.

said actuating means comprising a multi-chambei-ed unit and two separatenuid transmitting and fluid now control means interconnecting said unitwith the intake. one of said latter means comprising an automaticallyoperable restricting valve and other oi' said latter means comprisingmeans having a portion thereof bored to provide a passage of relativelysmall diameter.

t KARL B. BRI'ITON.

REFERENCES CITED The following references are of record in the ille ofthis patent:

' Number rUNITED STATES PATENTS Name Date ASpiller .Feb. 18, 1932Livermore June '7, 1938 Lassiter Oct. 18, 1938 Britton Jan. 23, 1940Winkler et al. Mar. 4, 1941 Mosley et al July 15, 1941 Price Mar. '1.1944

